Vaporizer



J. J. PARKER VAPORIZER July '29, 1924.

Filed April 8; 1922 mum! lllllllllllll Patented July 29, 1924.

unrrso STATES PATENT orrlcs.

JOHN J. PARKER, PAT'ERSO'N, NEW JERSEY.

' VAPORIZER.

Application filed April 8,

To all whom it mag concern:

Be it known that I, J OHN J. PARKER, a citizen of the United States, and a resident of Paterson, county of Passaic, and State of New Jersey, have invented an Improvement in Vaporizers, of which the following is a specification.

My invention relates to a Vaporizer for internal combustion engines operated by liquid fuel. It aims particularly to produce a rugged and substantial device adapted to assist in the vaporization of liquid fuel in an internal combustion engine, particularly an automobile engine, both by mechanical action and by heat.

It is well recognized that with. the low grades of fuel at. present used, a certain amount of liquid fuel passes into an internal combustion engine in a liquid state, not having been suiiiciently subdivided by the carburetor to produce a perfect gas, and many devices have been proposed for assisting in breaking up globules of liquid fuel in their passage from the carburetor to the engine. The prior-devices take the form of screens interposed in the gas passage, or moving devices usually rotated by the flow of ga'sin the gas passage through which it is hoped to break up the gas globules. These devices are open to a number ofobjections, the principal of which are that they are incapablefof adjustment for the volumetric requirements of the; particular engine to which they are attached and interpose too great a resistance to the flow of fuel at low speeds and particularly at starting.

In my improved device, I provide -a means which is readily adjustable, so that the same device may be used in connection with a number of engines of different volumetric requirements and which is so constituted that a minimum resistance is offered to the passage of gas at low speeds, and particu larly at starting. 7

In my improved device, I provide a means which is readily adjustable, so that the same device may be used in connection with a number of engines of different volumetric requirements and which is so constituted that a minimum resistance is offered to the passage of gas at low speeds, and particularly at starting.

My improved device also operates to break up globules of liquid fuel, both by surface 1922. Serial No. 550,583. 7

contact and by providing restricted passages through which the globules must pass, as will be hereinafter explained and is also of such construction that the heat generated by passage of the gas therethrough will cause the device to become heated and thus assist in vaporization.

Referring to the drawings, in which Fig. l is a side view partly in section of my improved device attached to the manifold and internal combustion engine;

Fig. 2, a vertical sectional view; and

Fig. 3, a bottom view thereof.

It will be seen that my device comprises a base membersomewhat similar to a rather thick gasket, 1, having mounted therein a coiled wire 2 in the form of a truncated cone, the smaller diameter of said cone being located nearest the engine in the line of the flow of gas through the device. T he cone 2 may be conveniently secured in the base 1 by means'of a flange 3, it being understood that the cone 2 is preferably formed of a wire having a certain degree of elasticity, such for instance, as spring brass. Mounted within the opening 4.- through which the gas passes, is a stud 5, havin an aperture therein, through which the extension 6 of the upper end of the cone passes. Nuts 7 and 8 are provided, so that the vertical position of the extension 6 may be adjusted with respect to the stud 5. In this manner, the proximity of the convolutions of. the wire forming cone 2 may be varied within relatively wide limits. If extension 6 be drawn down to its lower limit, the convolutions will then be in contact throughout the length of the cone and no gas would pass between the convolutions of the cone. The device is preferably adjusted so as. to leave a small opening between the adjacent convolutions of the cone 2, to permit the gas to pass between said convolutions. The uppenend of the cone has an opening 9 of substatial size, to permit the free passage of gas therethrough.

In the operation of my improved device, the gas coming from the carburetor (not shown, but located at the end of the intake pipe 10), strikes the inner surface of the cone 2, a portion of the'gas passes through the cone between the convolutions thereof, and said convolutions being in relatively close proximity, the globules of liquid are broken up and vaporized. Another portion of the gas fails to pass immediately between convolutions of the cone, but is drawn along the inner surface thereof and the globules contained'therein are broken up by surface contact against the uneven inner surface of the cone. Such gas may be finally expelled from the cone at a point intermediate its ends, or it may pass through the opening 9 at the upper end of the cone depending upon the suction exerted by the engine at the particular time. A. third portion of the gas passes through the opening 9, which, being a restricted opening, increases the velocity of the passing therethrough in the well known manner. This high ve locity gas doubtless produces an additional mixing and vaporizing effect upon the gases located above the cone.

On starting the engine, where a relatively small amount of gas is required, such will pass through the cone. escaping from the opening 9 at the upper end thereof with great ease. The unrestricted opening makes it possible to prime the engine with liquid'fuel which passes directly int the manifold, the opening 9 being located sub stantially above the caroureter jet, which is usually located centrally of the pipe 10.

It will be understood that the precise adjustment of the convolutions of the cone is best obtained by experiment and that when a satisfactory operating condition is reached. the cone is fixedly h ld in the adjusted position by tightening nuts "i and S.

The adjustment 1' have found to be satisfactory usually is such that a distinct frictional or wire drawing effect takes place, which results in the heating toa substantial degree of the convolutions v of the cone. The cold portion of the manifold, i. e., that in which a perfect vaporization takes place, is substantially above the cone and it is therefore possible to maintain the cone at a substantially elevated temperature.

From the foregoing description, it will be apparent that it is important that the cone be located with its smaller end nearest the engine in the line of flow of the gas, in order to permit of the breaking up of the fuel globules by surface friction and an increase in velocity at the orifice 9 and that the cone, when once adjusted to the requirement of the particular engine to which it is attached should be held fixedly in the ad justed position,

It will be apparent that many modifications may be made without departing from the spirit of my invention and I therefore do not wish to confine myself to the particular modification shown and described.

hat I claim is:

1. In a device of the kind described, a base, a spiral spring wound in the form of a truncated cone, the base of which cone is supported by the aforementioned base, the end of the spring remote from its base being extended axially through the cone and adjustably attached to the base.

2. In a device of the kind described the combination with a base member of a hollow truncated cone moimted thereon, said cone being formed of a single piece of resilient wire, the convolutions of which tend to separate, the end of said wire being bent back and passing through the cone, and means on the base for adjusting said bent back portion of the wire to vary the proX- imity of the convolutions with relation to each other.

In testimony whereof, I have signed my name to this specification this 31st day of March, 1922.

JOHN J. PARKER. 

